The Characteristics of Fatigue Damage in the Fuselage Riveted Lap Splice JointĪn extensive data base has been developed to form the physical basis for new analytical methodology to predict the onset of widespread fatigue damage in the fuselage lap splice joint. Comparison of results from these analyses and results from lap-splice-joint test panels, which were partially restrained against buckling indicate that the test results were bounded by the failure loads predicted by the analyses with restrained and unrestrained conditions. Analyses were conducted for both restrained and unrestrained buckling conditions. Residual strength analyses made on 2024-T3 alloy (1.6-mm thick) riveted- lap-splice joints with a lead crack and various size MSD cracks were compared with test data from Boeing Airplane Company. Fastener holes are not modeled but rivet connectivity is accounted for by attaching rivets to the sheet on one side of the cracks that simulated both the rivet diameter and MSD cracks. The importance of modeling rivet flexibility with fastener elements that accurately model load transfer across the joint is discussed. To account for high constraint around a crack front, the "plane strain core" option in STAGS was used. Analyses are based on the STAGS (STructural Analysis of General Shells) code with the critical crack-tip-opening angle (CTOA) fracture criterion. The objective of this paper was to analyze the crack-linkup behavior in riveted-stiffened lap-splice joint panels with small multiple-site damage (MSD) cracks at several adjacent rivet holes. Residual Strength Analyses of Riveted Lap-Splice Joints
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